Rail system for vehicle shelving and canopies

ABSTRACT

A vehicle rail system has a frame mountable to a vehicle, the frame having a plurality of support legs, the support legs interconnected via support beams. One or more fixed rails are mountable to the support frame, each fixed rail comprising a plurality of bearings thereon and configured to receive a sliding rail, the sliding rail having a plurality of grooves for receiving the bearings of the fixed rail so as to be slidable thereon. The bearings are located along regular intervals of the fixed rails on each non-mounted side. The sliding rail is then able to slide along the bearings of the fixed rail, extending to the exterior of the frame mounted in the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/901,867, filed on Feb. 21, 2018, which application claims the benefitof U.S. Provisional Application Ser. No. 62/461,781, filed on Feb. 21,2017, and claims the benefit of U.S. Provisional Application Ser. No.62/478,168, filed on Mar. 29, 2017, and further claims the benefit ofU.S. Provisional Application Ser. No. 62/590,010, filed on Nov. 22,2017, all of which are incorporated herein in their entireties.

TECHNICAL FIELD

The present disclosure relates to storage systems for vehicles. Moreparticularly, the present disclosure relates to a rail system allowingvehicle shelving and/or canopies to be extended to the exterior of thevehicle. Additionally, a cart is provided for aiding in the removal andattachment of the shelving to the vehicle.

BACKGROUND

From construction trucks, to service vans, to delivery vehicles,operators are constantly needing to store and access items in theirvehicles. However, accessing stored items has typically required a userto climb into the vehicle. This is not only burdensome, but can bedangerous. For example, in a serviceman's van, any number of tools andladders, may be found, which are a hazard to a user when climbing intothe van to retrieve items. Further, the frequent climbing in-and-out ofthe van, as well as attempting to exit the van with heavy items, canwear on a user's joints and back, causing long-term health problems.Further, retrieving heavy items, such as those that require more thanone person to transport, become extremely difficult and dangerous whenboth users attempt to maneuver inside of the vehicle.

Attempts in the prior art have been made to solve some of theseproblems, but they still fall short. For example, organizationalshelving on the sidewall of a vehicle helps to keep items organized, butfails to alleviate the problem of a user needing to enter the vehiclefor retrieval. Bed slides exist that allow a user to extract itemssitting on the floor, but this requires a user to keep all items on thefloor, as opposed to the organizational storage bins on the sidewalls.One attempt, U.S. Pat. No. 4,889,377 to Hughes, attempted to solve theproblem by disclosing a storage carriage that was slidable on a framemounted to the side of a vehicle and extendable from the vehicle.However, the carriage and channels disclosed have a configuration thatonly allows for a nominal amount of weight to be placed thereon withoutcompromising the slidability, limiting the use of the carriage. Further,the carriage could only be locked when fully extended or fully insertedinside a vehicle, and failed to provide a means for the slide to beretracted when on a hill. The prior art also failed to provide for anelectronic means for extending and retracting the shelving, as well asprotective measures to prevent injury during the extending. Further, itmay be beneficial in some industries, such as the package deliveryindustry, to allow the shelving to not only extend from the vehicle, butbe removable such that workers may organize packages on a unit beforeinsertion into the vehicle. The prior art does not contemplate suchsystems.

As such, despite the prior art's attempts, there still remains a needfor a vehicle rail system that allows a user to extend shelving thereonwithout entry into a vehicle and that provides for the storage ofextremely heavy items, that provides for multiple locking positions,that may be motorized for ease of extension and insertion, and thatprovides for multi-surface applications, including the ceiling for bothstorage and a canopy system. Further, there is a need for a system thatis removable so as to present easy transfer of items stored on theshelving. The present disclosure seeks to solve these and otherproblems.

SUMMARY OF EXAMPLE EMBODIMENTS

In one embodiment, a vehicle rail system comprises a frame mountable inthe cargo area of a vehicle, the frame comprising a plurality of supportlegs, the support legs interconnected via horizontal beams. One or morefixed rails are mountable to the frame, each fixed rail comprising aplurality of bearings thereon and configured to receive a sliding rail,the sliding rail comprising a plurality of grooves for receiving thebearings of the fixed rail so as to be slidable thereon. In oneembodiment, the bearings are located along regular intervals of thefixed rails on each non-mounted side (i.e., three of the four sides ofthe cuboid or square prism). The sliding rail is then able to slidealong the bearings of the fixed rail, extending to the exterior of theframe mounted in the vehicle.

In one embodiment, a vehicle rail system comprises a fixed rail, asliding rail on the fixed rail, and shelving coupled to the slidingrail, wherein the sliding rail and shelving may be extended to theexterior of the vehicle.

In one embodiment, a vehicle rail system comprises a sliding canopy,wherein a fixed rail is mounted on, or proximal to, the ceiling of avehicle, a sliding rail is slidable on the fixed rail, and a canopy iscoupled to the sliding rail; wherein the sliding rail and canopy areextendable to the exterior of the vehicle.

In one embodiment, a vehicle rail system comprises a drive system forsliding the sliding rail on the fixed rail. The drive system may utilizea rack and pinion system, a screw drive, chain drive, or similar linearactuation components.

In one embodiment, a vehicle rail system comprises one or more proximitysensors that activate a braking system, wherein the braking system isactivated upon receiving a corresponding signal from the one or moreproximity sensors.

In one embodiment, a vehicle rail system comprises a slidable bulkhead,the bulkhead coupled to, and slidable on, one or more fixed rails, thefixed rails coupled to one or more support legs of a frame, the fixedrails separating the driver's seat from the cargo compartment of thevehicle such that the bulkhead separates the driver from the cargocompartment.

In one embodiment, a vehicle rail system comprises a gantry coupled to afixed rail, the fixed rail mounted on, or proximal to, the ceiling, thegantry slidable on the fixed rail such that the gantry is capable ofextending to the exterior of the vehicle.

A cart apparatus to aid in the removal and replacement of wall shelvingon the vehicle rail system, the cart comprising a base frame with aplurality of casters, a vertical support frame coupled to, and supportedon, the base frame, the vertical support frame having a plurality offixed rails thereon for engaging the sliding rails in the vehicle, thefixed rails being substantially similar to the fixed rails of thevehicle rail system. In one embodiment, the vertical support frame hasone or more actuators (e.g., piston and cylinder) to control the heightand angle of the rails thereon for coupling to the sliding rail onvarying terrain and/or vehicle heights.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a rail system for mounting to a vehicle;

FIG. 2 illustrates one side of a rail system for mounting to a vehicle;

FIG. 3 is a detailed view of bearings on a fixed rail of a rail systemfor mounting to a vehicle;

FIG. 4 illustrates bearing clusters on a fixed rail of a rail system formounting to a vehicle;

FIG. 5 illustrates one side of a rail system for mounting to a vehiclewith sliding rails;

FIG. 6 is an end perspective view of a sliding rail coupled to a fixedrail of a rail system for mounting to a vehicle;

FIG. 7 is a perspective view of a sliding rail of a rail system formounting to a vehicle;

FIG. 8 illustrates one side of a rail system for mounting to a vehiclewith a wall panel;

FIG. 9 is a detailed view of bearings on a fixed rail of a rail systemfor mounting to a vehicle;

FIG. 10 is a perspective view of a rail system for mounting to a vehiclehaving a canopy;

FIG. 11 is a perspective view of a rail system for mounting to a vehiclewith several components extended;

FIG. 12 is a perspective view of a rail system for mounting to a vehiclewith several components extended;

FIG. 13 is a back view of a wall panel of a rail system for mounting toa vehicle extended from the cargo area of a vehicle.

FIG. 14 is a detailed view of a handle for actuating a locking mechanismof a rail system for mounting to a vehicle;

FIG. 15 is a detailed view of a locking mechanism of a rail system formounting to a vehicle;

FIG. 16 is a view of motor components for controlling a wall panel of arail system for mounting to a vehicle;

FIG. 17 is a view of motor components for controlling a wall panel of arail system for mounting to a vehicle;

FIG. 18 is a view of motor components for controlling a wall panel of arail system for mounting to a vehicle;

FIG. 19 is a view of motor components for controlling a wall panel of arail system for mounting to a vehicle;

FIG. 20 is a view of an electronic actuator for controlling a lockingtab of a rail system for mounting to a vehicle;

FIG. 21 is a view of a back section of a wall panel of a rail system formounting to a vehicle;

FIG. 22 illustrates the back side of a wall panel of a rail system formounting to a vehicle, comprising sensors to slow and stop the movementof the wall panel;

FIG. 23 illustrates the back side of a wall panel of a rail system formounting to a vehicle, comprising sensors to slow and stop the movementof the wall panel;

FIG. 24 is a perspective view of a rail system for mounting to avehicle;

FIG. 25 is a rear elevation view of a rail system for mounting to avehicle;

FIG. 26 illustrates the rail system for mounting to a vehicle, mountedin a vehicle;

FIG. 27 illustrates the rail system for mounting to a vehicle, mountedin a vehicle, comprising a top rail for a canopy;

FIG. 28 illustrates the rail system for mounting to a vehicle, mountedin a vehicle;

FIG. 29 illustrates a rear, back perspective view of a wall panel of arail system for mounting to a vehicle extended out of the vehicle;

FIG. 30 illustrates a rear, front perspective view of a wall panel of arail system for mounting to a vehicle extended out of the vehicle;

FIG. 31 illustrates a rear, top perspective view of a wall panel of arail system for mounting to a vehicle extended out of the vehicle;

FIG. 32 illustrates the rail system for mounting to a vehicle, mountedin a vehicle, comprising a top rail for a canopy; and

FIG. 33 illustrates the rail system for mounting to a vehicle, mountedin a vehicle, comprising bump stops at the end of each fixed rail;

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

The following descriptions depict only example embodiments and are notto be considered limiting in scope. Any reference herein to “theinvention” is not intended to restrict or limit the invention to exactfeatures or steps of any one or more of the exemplary embodimentsdisclosed in the present specification. References to “one embodiment,”“an embodiment,” “various embodiments,” and the like, may indicate thatthe embodiment(s) so described may include a particular feature,structure, or characteristic, but not every embodiment necessarilyincludes the particular feature, structure, or characteristic. Further,repeated use of the phrase “in one embodiment,” or “in an embodiment,”do not necessarily refer to the same embodiment, although they may.

Reference to the drawings is done throughout the disclosure usingvarious numbers. The numbers used are for the convenience of the drafteronly and the absence of numbers in an apparent sequence should not beconsidered limiting and does not imply that additional parts of thatparticular embodiment exist. Numbering patterns from one embodiment tothe other need not imply that each embodiment has similar parts,although it may.

Accordingly, the particular arrangements disclosed are meant to beillustrative only and not limiting as to the scope of the invention,which is to be given the full breadth of the appended claims and any andall equivalents thereof. Although specific terms are employed herein,they are used in a generic and descriptive sense only and not forpurposes of limitation. Unless otherwise expressly defined herein, suchterms are intended to be given their broad, ordinary, and customarymeaning not inconsistent with that applicable in the relevant industryand without restriction to any specific embodiment hereinafterdescribed. As used herein, the article “a” is intended to include one ormore items. When used herein to join a list of items, the term “or”denotes at least one of the items, but does not exclude a plurality ofitems of the list. For exemplary methods or processes, the sequenceand/or arrangement of steps described herein are illustrative and notrestrictive.

It should be understood that the steps of any such processes or methodsare not limited to being carried out in any particular sequence,arrangement, or with any particular graphics or interface. Indeed, thesteps of the disclosed processes or methods generally may be carried outin various sequences and arrangements while still falling within thescope of the present invention.

The term “coupled” may mean that two or more elements are in directphysical contact. However, “coupled” may also mean that two or moreelements are not in direct contact with each other, but yet stillcooperate or interact with each other.

The terms “comprising,” “including,” “having,” and the like, as usedwith respect to embodiments, are synonymous, and are generally intendedas “open” terms (e.g., the term “including” should be interpreted as“including, but not limited to,” the term “having” should be interpretedas “having at least,” the term “includes” should be interpreted as“includes, but is not limited to,” etc.).

As previously discussed, there is a need for a vehicle rail system thatallows a user to extend shelving thereon without entry into a vehicleand that provides for the storage of extremely heavy items, thatprovides for multiple locking positions, that may be motorized for easeof extension and insertion, and that provides for multi-surfaceapplication, including the ceiling for both storage and a canopy system.As will be appreciated from the below disclosure, the vehicle railsystem shown and described herein solves these needs and others.

In one embodiment, as shown in FIG. 1, a rail system for mounting to avehicle 100 comprises a frame 110 mountable to a vehicle, the framecomprising a plurality of support legs 112A-112G, the support legs112A-112G interconnected via horizontal beams 114A-114G. The supportlegs 112A-112G may comprise base plates 113 for not only securing to thevehicle floor, but for also distributing the weight of the support legs112A-112G. The base plates 113 may be bolted, screwed, or welded to thefloor. The support legs 112A-112G may be coupled to the base plate 113in any number of configurations, including in the center thereof oroff-center. An off-center position of a base plate 113 may be usefulwhen the base plates 113 would be in a different relative position to onanother based upon the wheel-well, sidewall configuration, etc. In oneembodiment, the frame 110 comprises a left rear support leg 112A and aright rear support leg 112E, each rear support leg having a bottom endadapted to attach to the vehicle via base plate 113, and a top end; arear horizontal beam 114A coupled to the top end of each rear supportleg 112A, 112E; a left front support leg 112C and a right front supportleg 112G, each front support leg 112C, 112G having a bottom end adaptedto attach to the vehicle via base plate 113, and a top end; a fronthorizontal beam 114B coupled to the top end of each front support leg112C, 112G, a left side horizontal beam 114D coupled to the left rearsupport leg 112A and the left front support leg 112C; and a right sidehorizontal beam 114F coupled to the right rear support leg 112E and theright front support leg 112G. In one non-limiting example, thehorizontal beams 114A-G are coupled to the support legs 112A-G usingclamshell brackets. As shown in FIG. 1, the frame 110 may compriseadditional support legs 112B, 112D, 112F and additional horizontal beams114E, 114C, 114G (and may comprise fewer or more, depending upon thesize and configuration of the vehicle). For example, as few as threesupport legs 112 may be used. As shown in FIG. 1, horizontal beams 114C,114G are only coupled to one support leg 112D, 112G each, respectively.In such a configuration, the corner 115 would be coupled to the ceilingor sidewall of the vehicle. This configuration is ideal when there is aside door entry to the vehicle, allowing for ease of access to the cargoarea without a support leg interfering with access.

As shown in FIG. 2, the frame 110 further comprises a first (upper)fixed rail 102 mounted to the left rear support leg 112A and left frontsupport leg 112C. As shown in this embodiment, the first fixed rail 102Ais further coupled to front corner support leg 112D. As shown in FIG. 3,the first fixed rail 102 comprises inside 102A, top 102B, and bottom102C faces with a plurality of bearings 106 mounted to each of the front102A, top 102B, and bottom 102C faces, and a back face with a back plate103 mounted to the back face. It will be appreciated that the back plate103 may be integrally formed with fixed rail 102. As shown in FIGS. 2 &4, the bearings 106 may be configured in clusters along the fixed rail102. Clustering aids in slidability, weight distribution, and control ofthe components coupled thereon. Referring back to FIG. 2, a second(lower) fixed rail 105 is coupled to the frame 110 in the same manner asthe first fixed rail 102. Second fixed rail 105 is configured in likemanner as the first fixed rail 102. As shown in FIGS. 5-7, a firstsliding rail 104 engages, and is slidable on, the first fixed rail 102.The first sliding rail 104 comprises a utility side 104A and a grooveside 104B. As shown in FIGS. 6-7, the groove side 104B comprises aplurality of grooves 120A-120C for receiving the plurality of bearings106A-106C coupled to the first fixed rail 102. In other words, thegrooves 120A-120C receive bearings 106A-106C, providing for longitudinalmovement of the sliding rail 104 in relation to the fixed rail 102. Asshown in FIGS. 2 & 5 a second fixed rail 105 is mounted to the left rearsupport leg 112A and left front support leg 112C, and further to frontcorner support leg 112D; a second sliding rail 107 is slidable on thesecond fixed rail 105. As shown in FIG. 8, a wall panel 122 may becoupled to the first and second sliding rails (the rails are notvisible, as they are behind wall panel 122). The wall panel 122 may besecured to the sliding rails 104, 107 via bolts, rivets, or otherfastening means 117 (FIG. 1). The wall panel 122 may be any type ofsheet good, including wood, aluminum, steel, etc. and may be one or morepieces, may be a pegboard, a slat wall, or similar. Likewise, the fixedrails 102, 105 may be fastened to the support legs 112A-C using bolts orsimilar fastening means, or they may also be welded if a permanentconfiguration is contemplated.

Referring back to FIG. 1, the frame 110 may comprise additional members,such as bracing members for the purpose of creating additionalstructural integrity. Such bracing members may be angled members 116(cross-braces) to prevent lateral or other movement and securing members118 to prevent any other translational movement.

Further, as described earlier, and in certain embodiments, the bearings106 form clusters at intervals along the fixed rail 102. It will beappreciated that each fixed rail may have the same features andconfiguration, regardless of position on the frame 110. Accordingly,while reference is made herein to fixed rail 102, it will be appreciatedthat the other fixed rails described and shown herein generally have thesame features. FIG. 9 illustrates a cluster of bearings 106A-106F,wherein the bearings 106A-106F are staggered in relation to each other.This allows for smooth rolling, as well as debris release, ensuring thatthe debris does not prevent the bearings 106A-106F from performing. Forexample, as shown in FIG. 9, front bearing 106E is positioned slightlyhigher on the front face 102A than front bearing 106B. In this manner,bearing 106E rides against the upper wall of groove 120B and bearing106B rides against the lower wall of groove 120B. Likewise, top bearing106A may be positioned proximal to face 102A and top bearing 106D may bepositioned distal to the face 102. As such, top bearing 106A rides onone sidewall of groove 120A, while top bearing 106D rides on theopposite sidewall. The same configuration may be used for bottombearings 106C, 106F. In the preferred embodiment, the bearings 106A-106Fare offset sufficiently such that bearings configured to ride in thesame groove (e.g., 106A and 106D ride in groove 120A) engage oppositesidewalls of the groove simultaneously. As further illustrated in FIG.9, the bearings 106A-106F may be separated from one another by adistance. In one embodiment, the distance of separation between thebearings 106A-106F is less than the diameter of a bearing 106A-106F. Inanother embodiment, the distance between bearings 106A-106F is greaterthan the diameter of a bearing 106A-106F. While the bearings 106A-106Fare illustrated as being in clusters of six, it will be appreciated thatas few as one bearing 106 per face 102A-102C is required. By utilizing atwo-rail system (fixed rails 102, 105 and sliding rails 104, 107) oneach side of the frame 110, each rail 102, 105 having a plurality ofbearings 106 located about the length thereof, an enormous amount ofweight can be placed on the panel 122 without compromising the rails(either the fixed or the slidable). As discussed above, the bearings 106are preferably placed at regular intervals of the fixed rails 102, 105.This unique placement not only allows for smooth rolling of the slidingrails 104, 107, but also creates additional support, which,surprisingly, allows the vehicle rail system 100 to support more weightthan the manufacturer recommends be loaded into a vehicle. As such, thevehicle rail system 100 with the plurality of bearings 106 placed atregular intervals far outperforms anything in the prior art. Further,such a rail system allows the wall panel 122 to be fully extended fromthe vehicle, which also overcomes limitations of the prior art.

Because such an enormous amount of weight can be placed on the slidingrail assemblies (comprising a sliding rail slidable on a fixed rail), alocking system may be used to lock the sliding rails 104, 107 whenfully-stowed, fully-extended, and at various intervals in-between.Referring to FIGS. 3-4, a locking system comprises a rotatable rod 126and a locking tab 128 thereon for mating with a locking aperture 130 atthe user-preferred extended length. As shown in FIG. 4, a plurality oflocking apertures 130 are available on the back plate 103 of the fixedrail 102 so that a user may lock the sliding rails 104, 107 at a desiredextended length. FIG. 1 also illustrates the locking apertures 130 onthe fixed rails, with the locking tab 128 engaged in the lockingaperture 130 proximal to the support leg 112G. Referring to FIGS. 13-15,a handle 124 may be spring-loaded and may control one or more rotatablerods 126 when actuated by a user. For example, a user would actuatehandle 124, which, in this example, would vertically displace actuatorrods 127, the rods 127 being perpendicularly coupled to the rotatablerod 126 such that the rotatable rod 126 is correspondingly rotated(parallel to the fixed rail), which disengages the locking tab 128 fromits current locking aperture 130. The user may then slide the slidingrail 104 to a new position, where the locking tab 128 engages a newlocking aperture 130. In a spring-loaded example, the locking tab 128would be forced into the next locking aperture 130, via the spring 129biasing the handle 124 back into its original position, causing thelocking tab 128 to remain in the engaged position, if a user does notmaintain the handle 124 rotated. This is beneficial, as it reduces oreliminates the ability of the wall panel 122, which may be extremelyheavy, from sliding out of a vehicle if a user cannot support theweight. For example, if the vehicle is parked on an incline, with thewall panel 122 extending from the rear of the vehicle on a decline, itmay be difficult for a user to prohibit the wall panel 122 from fullyextending. Accordingly, the locking tabs 130 allow the user to extendthe wall panel 122 at set intervals so as to prohibit full-extension ofthe wall panel 122. It will be appreciated that while manual actuationof the rotatable rod 126 is used in this example, the rotatable rod mayalso be electronically actuated. Further, the rod 126 passes through arod channel 131 (see FIGS. 6-7) in the sliding rail 104.

Referring to FIG. 6, the wall panel 122 (not shown in this view) ismounted to the sliding rail 104 using bolts, rivets, or other fasteningmeans secured through securing apertures 119. Accordingly, the slidingrail 104 has at least one channel 121A, 121B for receiving the rivets sothat the rivets do not interfere with the bearings 106 when the wallpanel 122 and accompanying sliding rails 104, 107 are coupled to thefixed rails 102, 105.

FIGS. 10-12 illustrate an embodiment of a rail system 200 for mountingin a vehicle, comprising a left side having at least two sliding railassemblies 201, each assembly comprising a fixed rail and a slidingrail; a right side having two sliding rail assemblies 201; a ceilingsliding rail assembly 201 mounted to horizontal beams 214A, 214B, 214C;and a canopy 225 coupled to the ceiling sliding rail assembly 201 (whichcomprises the same components, namely top fixed rail 202 and top slidingrail 204 (as seen in FIG. 11)). As illustrated, additional sliding railassemblies may be used for floor shelving units 227, 229. As appreciatedfrom these figures, each component may be individually extended usingthe sliding rail assemblies 201. For example, FIG. 10 illustrates allcomponents retracted, or stored in position (e.g., within the cargo areaof a vehicle when rail system 200 is mounted therein). FIG. 11illustrates a first wall panel 222 with shelving thereon extended aswell as canopy 225 extended. It will be appreciated that the canopy 225protects the worker and/or cargo from weather. FIG. 12 illustrates thecanopy 225 extended, along with floor shelving units 227, 229. Asappreciated, shelving unit 229 extends perpendicularly and is meant toexit a side door of a vehicle cargo area. It will be appreciated thatthe sliding rail assemblies 201 are ideally of the same configuration asearlier embodiments described herein. However, it will also beappreciated that other bearing systems may be used that are known in theart, and that the use of such systems does not depart herefrom, and thatthe use of other bearing mechanisms on a frame system 110 for mountingwithin a vehicle is contemplated herein.

Because of the surprising amount of weight that can be placed on thevehicle rail system 100, 200, a power-driven vehicle rail system may beideal in some scenarios. As such, FIGS. 16-18 illustrate a motor-drivenvehicle rail system. In FIG. 16, the motor-driven vehicle rail systemcomprises a power source 132 (e.g., one or more auxiliary batteries,crank battery, alternator, etc.) and a standard electrical motor 136,the motor 136 driving a threaded bolt 134, which displaces the wallpanel 122 and sliding rails coupled thereto. As such, a user may extendor retract the sliding rails 104, 107 into the vehicle using power. Asappreciated, the motor 136 may be controlled using a wired switch,wireless switch, and the like. Such a feature is extremely beneficialwhen extending or retracting on an incline, or when simply moving heavyitems. The motor 336 may be an electric motor or, in furtherembodiments, a stepper motor. As shown in FIGS. 17-18, the motor 336 maybe attached to the frame 110 or one of the fixed rails 102. Inparticular, as illustrated, the motor 336 may be attached to the upperfixed rail 102. The drive mechanism may also comprise a pinion gear 338attached to an output shaft of the motor 336. The drive mechanism mayfurther comprise a linear rack 340 that is attached to the correspondingsliding rail—in the illustrated embodiment, upper sliding rail 104. Therack 340 may extend along generally the entire length of the slidingrail 104. In this manner, the motor 336 may be used to drive the wallpanel 122, which may be extended for its entire length. It will beappreciated that other methods of powered, linear actuation may be used,including a chain drive, belt drive, hydraulics, or others.

As shown in FIG. 19, the drive system may further comprise a drivecontrol system 344, including a motor controller 342. The motorcontroller 342 communicates with the motor 336 (FIGS. 17-18) and mayinclude programmable logic that allows the motor 336 to adjust its speedand torque to accommodate the weight carried by the wall panel 122 aswell as the angle of the vehicle. For example, if the wall panel 122 iscarrying a heavier load, the motor controller 342 may cause the motor336 to apply greater torque to the pinion 338, and if the wall panel 122is carrying a lighter load, the motor controller 342 may cause the motor336 to apply lower torque. In this manner the speed of the wall panel122 may be maintained relatively constant independent of the load beingcarried. In addition, the motor controller 342 may compensate for theangle of the vehicle, including providing braking to prevent the wallpanel 122 from extending too quickly if the vehicle is parked on anuphill slope, such that the wall panel 122 exits the vehicle downwardlydown the hill.

The motor controller 342 may be further configured to allow the user toextend the wall panel 122 by some length less than the full extension ofthe wall panel 122. For example, the user may be provided with a remotecontrol, whether wired or wireless, that allows the user to select thedegree of extension. In certain embodiments, the remote may include oneor more buttons that allow the user to extend to various degrees ofextension corresponding to the user's selection. For example, the usermay select a first position, and the motor controller 342 would thencause the motor 336 to drive the wall panel 122 to a first position.Alternatively, the user may select a second position, and the motorcontroller 342 would then cause the motor 336 to drive the wall panel122 to a second position. The motor controller 342 may include logic orbe programmed to control the acceleration and deceleration of the wallpanel 122 so that it accurately extends to the desired position.

In a further embodiment, the locking tab system, described earlier, maybe adapted for use with a motorized drive mechanism, as shown in FIG.20. An actuator rod 127 extends from an actuator 330 and is coupled(e.g., using a lever) to the rod 126 with locking tab 128. In theillustrated embodiment, the actuator 330 is an electrical linearactuator. The actuator rod 127 is pivotally connected to the actuator330 and rod 126. In this manner, the up and down linear movement of theactuator 330 is translated into rotational movement of the rod 126,thereby allowing the actuator 330 to rotate the rod 126 and move thelocking tab 128 in and out of engagement with the locking apertures 130.

The locking tab 128 may be remotely or automatically actuated and may becontrolled by the motor controller 342 or electronic components orhydraulics acting in conjunction with the motor controller 342. Asdescribed above, the locking system may comprise a rotatable rod 126received within a rod channel 131 of a sliding rail 104. The rod 126 mayhave a locking tab 128 attached thereon for mating with a lockingaperture 130 in the corresponding fixed rail 102. In alternativeembodiments, rotation of the rod 126 may be controlled in conjunctionwith the motorized drive mechanism 344. For example, the user may selectextension of the wall panel 122 to a first position on the remotecontrol. The drive control system 344 then actuates rotation of the rod126 removing the tab 128 from the aperture 130 or the current position.While the locking tab 128 is held out of engagement, the motorcontroller 342 causes the motor 336 to drive the wall panel 122 to thedesired position. Once the wall panel 122 is at or near the desiredposition, the drive control system 344 releases the rod 126, whichallows the locking tab 128 to rotate and engage the locking aperture 130corresponding to the desired position.

As earlier described, the rod 126 may include a spring 129 or otherbiasing element that allows the locking tab 128 to automatically engagethe next available locking aperture 130 in the event of power loss,thereby automatically locking the position of the wall panel 122. Therod 126 may be actuated by a variety of rotary or linear actuators aswould be understood by one of ordinary skill in the art, includingelectric, pneumatic or hydraulic actuators. In certain embodiments, therod 126 may be actuated by a rotary actuator. In other embodiments, therod 126 may be actuated by a linear actuator using a cam or lever.

As shown in FIG. 21, a portion of the wall panel 122 may extend at aright angle to the main portion of the wall panel 122, creating a flatback section 322 that is generally parallel to the back of the vehicleand perpendicular to the direction of movement of the wall panel 122. Inthe illustrated embodiment, a proximity sensor 352 is mounted to thisback section 322. The sensor 352 is connected for communication with thedrive control system 344. When the sensor 352 detects an object in thepath of the wall panel 122, the drive control system 344 may take avariety of different actions, alone or in combination, to prevent thewall panel 122 from contacting or damaging the object, includingstopping the motor 336, reversing the motor 336, and releasing the rod126 so that locking tab 128 can engage a locking aperture 130. Inaddition to the proximity sensor 352, the wall panel 122 may include acontact switch 138 (i.e., emergency shut-off button). The contact switch138 may operate in communication with the drive control system 344 asdescribed with respect to the proximity sensor 352. Alternatively, thecontact switch 138 may act as an override switch that cuts power to thedrive mechanism 344.

For example, when the sensors 352 determine that an object is within apredetermined distance from the back section 322 of the wall panel 122,the motor controller 342 may engage a braking system (e.g., electricbrake), or the motor 136, 336 may be deactivated or the drive reversed.This is an important safety feature. Other accessories may be added,such as a lighting system, which may be operated by a switch.

Embodiments of the drive control system 344 may further include sensorsthat provide information to the drive control system 344, indicatingthat the wall panel 122 has reached, or is reaching, the end of itstravel, thereby allowing the drive system to slow the wall panel 122before it hits a hard limit on its travel. For example, as shown inFIGS. 22-23, embodiments of the drive system may include a sensor 356mounted to the support leg 112. The drive system may further compriseblocks 358A-B attached to the wall panel 122 and spaced apart such thatthe blocks 358A-B are adjacent to the sensor 356 at opposite ends of thewall panel 122 travel. The sensor 356 may be a proximity sensor or acontact sensor. If the sensor 356 is a contact sensor, it may include alever or follower that contacts a surface of the blocks 358A-B. Theblocks 358A-B may include an angled surface 360A-B that providesprogressive engagement or actuation of the sensor 356. In other words,as the wall slide 122 is fully-extended, the lever of sensor 356 isactuated when contacting block 358A. The angled portion 360A may slowthe speed, with the motor 336 being stopped when the lever of the sensor356 is fully engaged to the block 358A, as shown in FIG. 22. Likewise,when the wall panel 122 is retracted within the vehicle, surface 360Bslows the motor 336 and the block 358B fully stops the motor 336.

FIGS. 24-25 illustrate an embodiment of a vehicle rail system 300 formounting in a vehicle. As shown, frame 310 is adapted for mounting tothe cargo area of a vehicle using base plates 113 and frame mountingrails 311A-C. As illustrated, the one or more wall panels 122 aremotor-driven, using motor 336. The back section 322 comprises one ormore proximity sensors 352. The wall panels 122 have shelving 333coupled thereto, providing for easy storage of items on each extendablewall panel 122. A canopy 325 is mounted to a ceiling-fixed railassembly, which comprises a ceiling-fixed rail 302 and a sliding rail304 slidable on the ceiling-fixed rail 302. The sliding rail 304 andcanopy 325 are extendable to the exterior of the vehicle. It will benoted that the ceiling-fixed rail 302 may be mounted to the ceiling ofthe vehicle either directly or by using one or more brackets. In anon-limiting example, in an effort to avoid adverse weather conditions,a user may extend the canopy 325, where the canopy 325 may shield boththe user and any items thereunder. If the vehicle is equipped with awall panel 122 (as shown in FIG. 24), the canopy 325 may extendindependently of the wall panel 122. Other components may also have acanopy. For example, each wall panel 122 may further comprise individualshelving canopies 347 so that the contents on the shelving 333 may beshielded without requiring the use of the overhead canopy 325, should auser desire. For example, the shelving canopy 347 may be coupled to thewall panel 122 using one or more canopy brackets 349. The shelvingcanopy 347 may be an elongated panel manufactured from a number ofmaterials, including aluminum, stainless steel, carbon fiber, or othersturdy material that is preferably weather resistant. The shelvingcanopies 347 are ideally sized so as to cover shelving 333. Because theshelving canopies 347 are coupled to the wall panel 122, they do notmove independently of the shelving 333. Referring back to the overheadcanopy 325, it will be appreciated that the size of the overhead canopy325 may be wide enough to shield one or more wall panels 122, but it mayalso be narrower in size. Further, the canopy 325 may also utilize thelocking tab system previously disclosed herein, and may further have anextension handle 350 for easy movement of the canopy 325. The canopy 325may also have one or more hooks 355 descending therefrom, providing theuser with the ability to hang items, such as ladders or other equipment.Having a canopy 325 extendable from within a vehicle to shield a workingsite solves shortcomings in the prior art. As appreciated from thecurrent disclosure, a user may now not only shield himself, but may alsoshield his cargo when extended outside the vehicle. The canopy 325 alsofunctions to create a covered worksite as well. As with the wall panels122, the canopy 325 may also comprise proximity sensors 352. One or morelights 354 may also be attached to the back section 322 and canopy 325.Panel handles 356 may also be used by a user for manual actuation of thewall panel 122, such as in the event of power failure. Further, floorshelving (or platforms) 327, 329 may also be utilized, allowing a userto extend the floor shelving units 327, 329 to the exterior of thevehicle as well. This may be accomplished using a rail assembly mountedto the floor of the vehicle.

In one embodiment, a vehicle rail system comprises a slidable bulkhead,the bulkhead coupled to, and slidable on, one or more fixed rails, thefixed rails coupled to one or more support legs of a frame, the fixedrails separating the driver's seat from the cargo compartment of thevehicle such that the bulkhead separates the driver from the cargocompartment. The bulkhead may be configured to slide out of one or bothsides of a vehicle.

In one embodiment, a vehicle rail system comprises a gantry coupled to afixed rail, the fixed rail mounted on, or proximal to, the ceiling, thegantry slidable on the fixed rail via a sliding rail such that thegantry is capable of extending to the exterior of the vehicle. Thegantry may have a winch or pulleys attached thereto for hoisting cargo.

FIG. 26 illustrates the frame 110 mounted inside the cargo area 402 of avehicle 400, which, for this example, is in a panel van. As shown, thesupport frame 110 mounts to the cargo area via base plates 113, securingmembers 118, and horizontal beams 114. Other embodiments may usemounting rails 311A-C, as illustrated in FIGS. 24-25 to secure to thevehicle. Likewise, securing members 118 are not required. FIG. 27illustrates the frame with a ceiling fixed rail 202 for use with acanopy 225, 325. As shown in FIG. 28, base plates 113 mount to the floor404 of a vehicle 400, with support legs 112A-112D coupled thereto. Asappreciated, not all support legs are required to be mounted to thefloor 404. For example, support leg 112B may not extend to the floor404, and may couple to a lower horizontal support beam 111. In thisview, sliding rail 107 is shown coupled to the fixed rail (not visiblein this view). In practice, one or more additional rail assemblies maybe added, allowing a user to couple a panel, shelving, or other itemsthereto. However, a user may use as few as one rail assembly (comprisinga fixed rail and a sliding rail) on the frame. In such a scenario, thesingle rail assembly may be placed at any height along the support legs112.

FIG. 29 is a back view of a wall panel 122 and canopy 325 extended fromwithin the cargo area of the vehicle 400. FIG. 30 is a front view ofwall panel 122 with shelving 333 thereon. FIG. 31 illustrates a top viewof canopy 325 extended from within the vehicle 400. The canopy 325 beingcoupled to sliding rail 304, sliding rail 304 slidable on a fixed rail302 mounted to the horizontal beams (not visible in this view) withinthe vehicle. As shown, in one non-limiting example of use, a ladder 406may be hung from hooks 355. Referring to FIG. 32, the ceiling-mountedfixed rail 302 is shown, the fixed rail 302 being mounted to the ceiling408 of the vehicle using brackets 148. It will be appreciated that thebrackets 148 may be used alone, or in combination with horizontal beams314 to secure the fixed rail 302 to the ceiling 408 of the vehicle 400.

FIG. 33 illustrates bump stops 150 to prevent a wall panel or canopyfrom sliding off the end of the fixed rails 102, 302.

A cart apparatus may be used with the vehicle rail system describedabove to aid in the removal and replacement of the sliding rail andassociated components (e.g., wall panel, shelving, etc.) of the vehiclerail system. The cart comprises a base frame with a plurality of casters(or wheels), a vertical support frame coupled to, and supported on, thebase frame, the vertical support frame having a plurality of fixed railsthereon for engaging the sliding rails as they extend from the vehicle,the fixed rails of the vertical frame being substantially similar to thefixed rails 102, 105 of the vehicle rail system 100. In one embodiment,the vertical frame has one or more actuators (e.g., piston and cylinder)to control the height and angle of the fixed rails thereon for couplingto the sliding rails of the wall panel on varying terrain and/or vehicleheights. In one embodiment, a sliding rail may have one or more securingmechanisms (e.g., locking bolts) to prevent the sliding rail from beinginadvertently removed from both the vehicle or the cart. For example, auser would extend the sliding rail from the vehicle and engage thesliding rail with the fixed rails of the vertical frame. Once engagedand supported by the cart, the locking bolt may be removed from thevehicle side of the sliding rail, allowing the sliding rail to then befully-removed from the vehicle fixed rails. A locking bolt may be placedon the cart before or after the locking bolt is removed from the secondend of the sliding rail. While locking bolts are used as an example, anystopping or locking mechanism known in the art may be used, such ascotter pins, spring loaded pins, etc. Allowing the sliding rail to beremovable from the vehicle is beneficial for a number of industries. Forexample, in the parcel delivery industry, the packages are generallysorted multiple times, after-which the packages are then loaded into theappropriate vehicle. This is time and labor intensive, and is notcomfortable or safe for a user who must enter and exit a vehiclemultiple times to load packages. To solve this need, and to eliminatewasted time and resources, and to reduce injury, the shelving on thesliding rails of the vehicle may be removed onto the cart apparatus. Atthe sorting station, the packages may be placed directly onto theshelving as they are sorted. Once sorted and on the shelves, the cartapparatus may then be transported to the vehicle where the sliding railwith the shelving and packages may be directly inserted into thevehicle, receivable on the fixed rails of the vehicle. As such, a userneed not enter the vehicle to load packages. This creates an enormousadvantage over the prior art and the industry standard, which involvesindividuals entering and exiting the vehicle multiple times to load it.Further, when on delivery site, the user need not enter the vehicle toselect a package. Rather, the sliding rail may be extended from withinthe vehicle, allowing a user access to the packages. While the parcelindustry is used as an example above, the advantages in other industriesare readily apparent—such as the loading and unloading of constructionmaterials, etc.

It is appreciated from the foregoing that the vehicle rail system allowsa user to extend shelving thereon without entry into a vehicle and thatprovides for the storage of extremely heavy items, that provides formultiple locking positions, that may be motorized for ease of extensionand insertion, and that provides for multi-surface application,including the ceiling for both storage and a canopy system, thatprovides for user and equipment safety, and that allows for easy removaland replacement of shelving.

Exemplary embodiments are described above. No element, act, orinstruction used in this description should be construed as important,necessary, critical, or essential unless explicitly described as such.Although only a few of the exemplary embodiments have been described indetail herein, those skilled in the art will readily appreciate thatmany modifications are possible in these exemplary embodiments withoutmaterially departing from the novel teachings and advantages herein.Accordingly, all such modifications are intended to be included withinthe scope of this invention.

What is claimed is:
 1. A rail system for mounting to a vehicle,comprising: a frame mountable in the cargo area of a vehicle, the framecomprising a first support leg and a second support leg, each supportleg having a first end adapted to attach to the vehicle and a secondend; a first fixed rail mounted to the frame, the first fixed railcomprising: a front face, a back face, first and second side faces, aplurality of bearings mounted to one or more faces of the first fixedrail, and a back plate mounted to the back face of the first fixed rail,the back plate comprising a plurality of locking apertures; a firstsliding rail slidably mounted on the first fixed rail for longitudinalmovement relative to the first fixed rail, the first sliding railcomprising: a utility side, a groove side comprising one or more groovesfor receiving the plurality of bearings coupled to the first fixed rail,and a movable locking tab that mates with the locking apertures of thefirst fixed rail; and a first panel coupled to the first sliding rail.2. The rail system for mounting to a vehicle of claim 1, wherein thelocking tab is mounted on a rotatable rod received in a channel of thesliding rail to allow for rotatable movement of the locking tab.
 3. Therail system for mounting to a vehicle of claim 1, wherein the framefurther comprises a cross member connected with the second end of thesecond end of the first leg and the second end of the second leg.
 4. Therail system for mounting to a vehicle of claim 1, wherein the crossmember extends substantially parallel to a floor of the vehicle.
 5. Therail system for mounting to a vehicle of claim 4, wherein the crossmember extends substantially horizontally.
 6. The rail system formounting to a vehicle of claim 4, wherein the first fixed rail attachesto the cross member.
 7. The rail system for mounting to a vehicle ofclaim 1, wherein the first fixed rail is a ceiling fixed rail.
 8. Therail system for mounting to a vehicle of claim 1, wherein the firstpanel is a canopy.
 9. The rail system for mounting to a vehicle of claim8 further comprising a second fixed rail mounted to the frame.
 10. Therail system for mounting to a vehicle of claim 9, wherein the secondfixed rail attaches to the first support leg and the second support leg.11. The rail system for mounting to a vehicle of claim 10 furthercomprising a second sliding rail slidably mounted to the second fixedrail.
 12. The rail system for mounting to a vehicle of claim 11 furthercomprising a second panel coupled to the second sliding rail.
 13. Therail system for mounting to a vehicle of claim 11, wherein the secondpanel is a wall panel.
 14. A rail system for mounting to a vehicle,comprising: a frame mountable in the cargo area of a vehicle; a firstfixed rail mounted to the frame, the first fixed rail comprising: afront face, a back face, first and second side faces, a plurality ofbearings mounted to one or more faces of the first fixed rail, and aback plate mounted to the back face of the first fixed rail, the backplate comprising a plurality of locking apertures; a first sliding railslidably mounted on the first fixed rail for longitudinal movementrelative to the first fixed rail, the first sliding rail comprising: autility side, a groove side comprising one or more grooves for receivingthe plurality of bearings coupled to the first fixed rail, and a movablelocking tab that mates with the locking apertures of the first fixedrail; a first panel coupled to the first sliding rail; and an actuatorthat controls the longitudinal movement of the first sliding railbetween a first position and a second position.
 15. The rail system formounting to a vehicle of claim 14, wherein the actuator comprises adrive control system.
 16. The rail system for mounting to a vehicle ofclaim 15, wherein the drive control system comprises a sensor.
 17. Therail system for mounting to a vehicle of claim 16, wherein the sensorprovides information to the drive control system indicating that thefirst sliding rail has reached the second position.
 18. The rail systemfor mounting to a vehicle of claim 17, wherein the actuator comprises amotor, and the drive control system deactivates the motor upon receivingthe information from the sensor.
 19. The rail system for mounting to avehicle of claim 16, wherein the sensor provides information to thedrive control system indicating that the first sliding rail has reacheda third position between the first position and the second position. 20.The rail system for mounting to a vehicle of claim 19, wherein theactuator comprises a motor, and the drive control system slows the motorupon receiving the information from the sensor.